Commander EADE. If he is given fixed duties, as done in the automotive field, and if that same type of procedure is adopted by mass production in aircraft, then he will be trained in specific duties. Dr. LAMB. But even without adoption of that automotive procedure, he could be so trained, could he not? Commander EADE. Yes. In a frozen job. Dr. LAMB. Given normal aptitude, or perhaps superior aptitude, he could be trained in 3 months? Commander EADE. Yes, sir; the average automobile worker could be trained in 3 months to do the job that some workers in the aircraft field have been doing for 10 years. VALUE OF INVENTORY OF THE SKILLS REQUIRED IN AIRCRAFT INDUSTRY Dr. LAMB. That is what I am getting at. A break-down of operations of the aircraft industry as a whole ought to be possible, according to the number of people required in various operations, and the degree of skill, measured in terms of the period of time required to train, plus a certain aptitude, qualifying the man for that task. In other words, you could make up a schedule for the entire aircraft industry, let us say for a certain type of plane, and break it down according to skills, and go ahead with your inventory of skills and the transference of these men from one industry to another, through schooling. Commander EADE. That is right. Dr. LAMB. Then if you have, let us say, 275,000 unemployed in the automobile industry throughout the country, about what proportion of those men might be transferable to aircraft under the proper organization and training? Commander EADE. Transferred directly? Dr. LAMB. I am not asking you to give me a figure. I just want an indication. Is it as low as 10 percent, or do you suppose 50 percent or more might be transferred? Commander EADE. I don't know. I could answer that only if you can tell me how many people are in the automotive field, doing machine work on engine construction in the shops. I would say that group can probably be transferred as required. Dr. LAMB. They can be immediately transferred, certainly, but we are not talking about that group. We are talking about the training program, and the workers who would be transferred through its operation. ESTIMATES 90 PERCENT NEED TRAINING Commander EADE. I would say 90 percent of them will have to be trained. Dr. LAMB. I agree with that. I am asking first, how much training is required, and second, how large a proportion of the displaced automotive workers could be trained and actually transferred. Commander EADE. I say 3 months, as the time required for training such men. Dr. LAMB. How many of the operations in aircraft would require 3 months minimum, and how many would require 6 months, or longer? Commander EADE. That is a difficult question too. I think a study of that definitely would have to be made. Dr. LAMB. Don't you think it is important that a study such as that should be made? Commander EADE. Yes. The CHAIRMAN. Thank you very much, Commander. We appreciate your coming here, and the very fine statement you have submitted. It will be very helpful to us. Our next witness is Professor Hill.1 The statement and testimony of Prof. E. B. Hill, of the farm management department, Michigan State College, appears in pt. 19, a separate volume on the Detroit hearing, containing testimony, expert papers, and exhibits exclusively on the subject of agricultural migration into the area. NATIONAL DEFENSE MIGRATION WEDNESDAY, SEPTEMBER 24, 1941 HOUSE OF REPRESENTATIVES, AFTERNOON SESSION Washington, D. C. The committee met at 1:30 p. m. The CHAIRMAN. The committee will come to order. TESTIMONY OF EARL E. RAYMOND, PRESIDENT, TRAILER COACH MANUFACTURERS ASSOCIATION, SAGINAW, MICH. The CHAIRMAN. Congressman Osmers will interrogate you, Mr. Raymond. Mr. OSMERS. Mr. Raymond, will you state for the record your name and the position you hold? Mr. RAYMOND. Yes, sir; I am Earl Raymond, president of the Trailer Coach Manufacturers Association. The Trailer Coach Manufacturers Association is composed of manufacturers who produce approximately 70 percent of the output of the industry. Mr. OSMERS. The committee, as you point out in your paper, is primarily interested in the part that trailers are playing in the housing of defense project workers. Your paper will be introduced into the record. (The paper referred to above is as follows:) STATEMENT BY EARL E. RAYMOND, PRESIDENT, TRAILER COACH MANUFACTURERS ASSOCIATION For your record may I say that I am speaking directly for the trailer coach manufacturers who belong to the Trailer Coach Manufacturers Association-the national trade organization of our industry. Our members produce approximately 70 percent of the current trailer coach production. Indirectly, I'm also speaking for the trailer coach dealers of the country who merchandise our products and for the trailer park operators who provide the parking sites and services needed by the trailer owners who buy our coaches. I understand that your committee is primarily interested in the part trailer coaches are playing in the housing of defense project workers. I'll therefore try to confine my remarks to points pertinent to your investigation as these apply to the use of trailer coaches. USE OF TRAILERS BY THE GOVERNMENT You are aware, we understand, that the Coordinator of Defense Housing already has recognized both the economy and desirability of trailer coaches for mobile emergency defense housing. Our industry has supplied over 4,000 trailer coaches so far this year in his temporary shelter program—and this, by the way, at a cost of less than $300 per person-including furniture everything needed except bed linen, dishes and cooking utensils. We cite this figure in comparison of the per capita cost of housing our soldiers in training camps as well as in comparison with what is being spent on a per capita basis on defense-housing projects throughout the country. Before the Government became interested in the use of trailers for shelter housing, individual defense workers recognized them as a satisfactory solution of the housing problem occasioned for them by the increased industrial activities in many areas. In many such regions acute housing shortages developed early in 1940 and as a consequence the demand for trailer coaches throughout the year kept all of our factories running at peak capacity; several in fact had to increase their facilities and pay rolls to even keep up with the demand for trailers - principally from defense workers who, on their own initiative, and at their own expense, solved their immediate housing problem at no cost to the Government by purchasing a trailer coach. At the beginning of 1941, therefore, practically all trailer coach producers were operating at their full normal capacity with large banks of unfilled orders on hand. EFFECT OF GOVERNMENT ORDERS In March the Government, through the Farm Security Administration, entered the trailer market for its first 2,000 coaches and demanded delivery within 30 days. In order to accomplish this without disrupting our regular dealer distribution it became necessary to increase our output by putting on extra shifts, taking advantage of mass production methods by manufacturing standard models, and in many instances of utilizing additional working space. The result was that Government jobs were delivered on time, that economies in production costs (through making standard jobs) were uncovered, and what was once considered our industry capacity output was practically doubled during the period the Government orders were being filled. This proved fortunate because the housing problem apparently has become more serious as the year advanced. Individual defense workers who are compelled to provide accommodations for themselves and their families have continued to depend more and more on the trailer for their housing facilities. They have placed orders through regular trailer dealer channels in sufficient quantities to more than absorb the increased output of the industry at the pace to which it was stepped up by the Government orders. This continued increased production has practically exhausted anticipated stocks of suppliers and the priority limitations have made it practically impossible for them to be replaced. At present the industry is facing a very serious situation in a lack of materials. Unless something is done quickly many plants will be forced to shut down. This of course will be a blow to the individual plant owners, but of considerably more concern to the men that will be thrown out of work and the industrious defense workers who are desirous of providing their own shelter in trailer homes and who will find them not available. NEED FOR GOOD TRAILER PARKS On the question of the need for good trailer parks it can be said that good trailer homes with all equipment for comfortable living but without proper parking facilities are like modern high speed automobiles without good roads. Modern trailer parks take time to develop and require a substantial outlay of capital. Due to increased activity practically all established parks are being improved and enlarged and many new ones are under construction. There is plenty of capita that can be interested in this type of investment provided: 1. That the general public will look with favor on the average trailer user rather than with contempt. This change is taking place due to great a extent by the fact that the United States Government has recognized the trailer as a practical housing accommodation and has bought substantial quantities for this purpose. Under the direction of Mr. Donahue's office satisfactory trailer parks have been built by the Farm Security Administration or are under construction for the parking of the Government-owned trailers which are being rented to defense workers. We of the industry realize that much of the success of the Government's experiment in its use of trailer coaches for temporary shelter is dependent on the type of service rendered and the general appearance of these Government trailer parks. If handled well, as we are expecting they will be, they should set a desirable pattern for the private trailer park operator to follow. 2. That prejudice or misinformed communities do not curtail or prohibit private trailer-park developments by restrictive legislation. Considerable progress in our favor has been made in this respect recently and this again has been helped by the Government action. PREDICTION FOR THE FUTURE As trailer-coach producers, naturally we are optimistic over the more extensive use of trailers for homes during the defense period and after the present national emergency is over. When it is remembered that there were upward of 200,000 trailer coaches in use prior to the development of the national-defense effort, and that during 1941 approximately 20,000 additional trailers went into use-probably 95 percent of them for temporary housing-and when it is reported that the defense workers who are being sheltered in trailers have been found to be enthusiastic over them (it was felt by the Government officials that they would not be very highly regarded) we can only look forward to an increased use in the immediate futureprovided of course that our industry is given the materials needed to make them. Then, after the emergency, we likewise can only look to a continuation of the present demand-for many years to come. Ours is a depression-born industry. Trailer coaches came into the national picture to a considerable extent through the demand for lower housing costs. If we are faced, as we probably will be, by a period of slackened employment after the present emergency is over, then the trailer coach again will be called to meet the needs of thousands who will be forced to very carefully budget their resources for a period until they can be more permanently reestablished. Trailer-park owners, therefore, who now are developing facilities for use of trailer owners during the national-defense period, if they are fortunate in the selection of their sites, can, we believe, be assured of a fairly stable future in their present ventures. In closing may I thank your committee for the understanding of the trailer mode of living that has been shown in your earlier hearings. We of the trailercoach industry feel that you've been very considerate of our problems and our interests as small business firms. We are grateful to you. TESTIMONY OF EARLE E. RAYMOND-Resumed Mr. OSMERS. I wonder if you would tell us something about the work of the trailer industry on Government orders. Mr. RAYMOND. Along in November of last year the trailer industry had a representative in Washington, in an attempt to interest the Government in the advisability of using trailers in areas where defense housing was becoming a problem. Mr. Palmer's office the office of Defense Housing Coordinator— along in March of this year ordered a quantity of trailer coaches. They were requisitioned and bids solicited by the Farm Security Administration. Mr. OSMERS. Do you know the total number that were ordered or bought or are now on order for the Government? FOUR THOUSAND TRAILERS PURCHASED Mr. RAYMOND. Approximately 4,000 units have been bought up to date. Mr. OSMERS. Do you expect that they will use more? Mr. RAYMOND. Yes, sir; we feel confident they will use more because, according to those in authority there, the trailers have proved satisfactory for the purpose for which they were purchased. |